'92 XM V6 24 Immobilized in Germany

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wld
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Re: '92 XM V6 24 Immobilized in Germany

Post by wld » Fri May 26, 2017 6:17 pm

In most cases the wiring problem lies between keypad and ECU, but there are exceptions.
The method works on my 1995 MK2 TCT, and a Xantia from 1996, with the same engine.
On newer models a trip to a tuner may be required for a "immo off" procedure.
1995 XM TurboCT manual vert vega 50000km
1996 XM Musketier V6 PRV auto vert vega

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Eddie nuff
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Post by Eddie nuff » Sun May 28, 2017 8:26 pm

Still wanting $5450 for it?

viewtopic.php?f=11&t=8334&hilit=xm+Germany" onclick="window.open(this.href);return false;
89 XM 2.0Si RP4788 (Gold)

Steinkul
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Re: '92 XM V6 24 Immobilized in Germany

Post by Steinkul » Tue Jun 13, 2017 1:13 pm

Hello, apply to
http://www.andre-citroen-club.de" onclick="window.open(this.href);return false;
They do understand English.

JK99
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Re: '92 XM V6 24 Immobilized in Germany

Post by JK99 » Thu Jun 15, 2017 7:20 pm

I experienced a similar problem with the immobiliser code early this year. Both the green and the red lights were on. It turned out that fuse F1, under the bonnet, had blown. When a new fuse was inserted, the immobiliser worked.

But when I started the engine, the fuse blew again, and immobiliser stopped working. Both red and green lights showed again.

The problem turned out to be a seized (frozen) EGR solenoid. Once this was removed, cleaned out , unfrozen and refitted, the car worked fine. However, it was not cheap to fix.

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Re: '92 XM V6 24 Immobilized in Germany

Post by JK99 » Thu Jun 15, 2017 8:40 pm

Just in case you are wondering, EGR stands for Exhaust Gas Recirculation.

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White Exec
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Re: '92 XM V6 24 Immobilized in Germany

Post by White Exec » Fri Jun 16, 2017 8:26 am

JK99 wrote:I experienced a similar problem with the immobiliser code early this year. Both the green and the red lights were on. It turned out that fuse F1, under the bonnet, had blown. When a new fuse was inserted, the immobiliser worked.
But when I started the engine, the fuse blew again, and immobiliser stopped working. Both red and green lights showed again.
The problem turned out to be a seized (frozen) EGR solenoid. Once this was removed, cleaned out , unfrozen and refitted, the car worked fine. However, it was not cheap to fix.
There have been a good number of reports of Red+Green on the keypad over recent months - keypad/ECU error. JK's remarks about F1 (engine bay) got me wondering, and his reported link to the EGR circuit, so I pored over a good number of circuit diagrams last night.

Manuals list engine bay F1 (10A) as protecting
- EGR control box (= EGR relay) #830
- Preheater (glowplug) relay (coil, not GP supply)
There is no mention of F1 supplying Immobiliser.

Turning to the circuit diagrams, it seems that
(a) EGR relay #830 was only fitted to LHD P8B/XUD11ATE engines (source 518-05/10, 10a...10c)
but
(b) fusing for this relay was repeatedly shifted across the XM fuseboards:
RP 6381-6568, fused at engine bay F1 **
RP 6568-6811, fused at engine bay F5
RP 6811-7084, fused at main board F31 and via main board SH (shorting link)
RP 7084-7252, ditto

For all
RHD P8B/XUD11ATE engines (source 518-24/10, 10a...10c)
LHD THY/2.5 engines (source 518-05/20, 20a...20d)
RHD THY/2.5 engines (source 518-25/20, 20a...20c)
(a) No EGR relay was fitted
(b) EGR recycling pump (vacuum pump) #759 had unfused supply, fed straight from IGN switch.


Conclusions
From the circuits, it appears that only some early LHD cars (** above) had fusing of the EGR relay ('control box') at engine bay F1.
I have not been able to identify how this fuse blowing could affect keypad/immobiliser, as they do not share supplies.
It's possible that JK's car wiring had been altered, or that the high current rush (which caused F1 to blow) also put strain on another connection (maybe a contact in the IGN switch), which threw up the Red+Green keypad fault.

Unfortunately, this probably sheds more light on EGR/Relay/Fusing arrangements than it does on keypad/immobiliser.
Chris
1996 XM 2.5TD Exclusive RP7165 Polar White
1992 BX19D Millesime RP5800 Sable
1989 BX19RD Delage Red Deceased; 1998 ZX 1.9D Avantage auto Triton Green Company car 1998..2001; 2001 Xantia 1.8i auto Wicked Red Company car 2001..2003

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Re: '92 XM V6 24 Immobilized in Germany

Post by xmexclusive » Fri Jun 16, 2017 8:51 am

All these comments refer to XM series 2 cars.
The XM series 1 cars are yet another set of wiring variations unfortunately without a set of ORGA dates to help pin things down.

Pull engine bay F1 on my R reg 2.5 and the keypad locks red green.
The wiring on that car though is an inherited mess that I am perhaps half way to sorting.
May continue with it though as it only need a windscreen and small outer sill plate for another years MOT.

John

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Re: '92 XM V6 24 Immobilized in Germany

Post by JK99 » Tue Jun 20, 2017 12:19 am

WhiteExec wrote:
"It's possible that JK's car wiring had been altered, or that the high current rush (which caused F1 to blow) also put strain on another connection (maybe a contact in the IGN switch), which threw up the Red+Green keypad fault."

I now remember what the garage guy told me : that someone had messed with the wiring, and that the garage had therefore replaced it. I also mentioned to the garage that someone had advised me of a possible way to cure the problem; ie to insert a 40 amp fuse. I had not followed this advice, fortunately. The garage informed me that had I done so, the whole wiring would have fused.

So, for heaven's sake do not be tempted to replace the FI fuse with a higher rated fuse.
JK99

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Re: '92 XM V6 24 Immobilized in Germany

Post by Dieselman » Wed Jul 05, 2017 4:46 am

What does the injection Control unit relay (802) do? It takes a signal from te keypad and feeds +12v into the ECU on Pin 19. (taken from 12v diagram).

Other than signifying connection, is the keypad actually providing any signal tot eh ECU other than via the Injection Control relay? Does the ECU just monitor the last noown state of that relay contolled signal?

Has anyone got a Series 1 V6-24v circuit diagram for download?
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